Flash ladar collision avoidance system

ABSTRACT

A vehicular collision avoidance system comprising a system controller, pulsed laser transmitter, a number of independent ladar sensor units, a cabling infrastructure, internal memory, a scene processor, and a data communications port is presented herein. The described invention is capable of developing a 3-D scene, and object data for targets within the scene, from multiple ladar sensor units coupled to centralized LADAR-based Collision Avoidance System (CAS). Key LADAR elements are embedded within standard headlamp and taillight assemblies. Articulating LADAR sensors cover terrain coming into view around a curve, at the crest of a hill, or at the bottom of a dip. A central laser transmitter may be split into multiple optical outputs and guided through fibers to illuminate portions of the 360° field of view surrounding the vehicle. These fibers may also serve as amplifiers to increase the optical intensity provided by a single master laser.

REFERENCES TO RELATED APPLICATIONS

This application is a continuation of prior application Ser. No.16/453,412, filed Jun. 26, 2019, which is a continuation of priorapplication Ser. No. 15/669,090, filed Aug. 4, 2017, now U.S. Pat. No.10,372,138, which is a continuation of prior application Ser. No.14/740,518, filed Jun. 16, 2015, now U.S. Pat. No. 9,753,462, which is acontinuation of prior application Ser. No. 14/178,675, filed Feb. 12,2014, now U.S. Pat. No. 9,086,486, which is a continuation of priorapplication Ser. No. 13/285,800, filed Oct. 31, 2011, now U.S. Pat. No.8,692,980, which claims the benefit of U.S. provisional application No.61/408,897, filed on Nov. 1, 2010, the disclosures of which are eachincorporated by reference.

BACKGROUND Field

The present invention relates to the field of remote sensing of objectsusing LADAR and the application of LADAR to vehicular collisionavoidance.

Related Art

Many collision avoidance systems have been built which rely on microwaveradars, scanning LADARs, and passive thermal and IR sensing. LADARsystems typically require the transmission of a high energy illuminatingpulse. Historically, these systems rely on solid state lasers operatingin the near infrared with a lasing media of Neodymium-YAG or Erbiumdoped glass. Many of these systems utilize multiple pulses over a periodof time to detect remote objects and improve range accuracy. Thesesystems are often based on a single detector optical receiver. Todevelop a complete picture of a scene, the laser and optical receivermust be scanned over the field of view, resulting in a shiftingpositional relationship between objects in motion within the scene.Flash ladar systems overcome this performance shortcoming by detectingthe range to all objects in the scene simultaneously upon the event ofthe flash of the illuminating laser pulse.

U.S. Pat. No. 4,403,220 awarded to Donovan describes a collisionavoidance system based on a scanning microwave radar. U.S. Pat. No.5,5,29,138 issued to Shaw and Shaw details a vehicle collision avoidancesystem based on a scanning LADAR or sets of scanning LADARs. U.S. Pat.No. 7,061,372 awarded to Gunderson, et. al. describes a modularcollision avoidance sensor which may incorporate any number of sensortechnologies, including LADAR, ultrasound, radar, and video or passiveinfrared sensing.

The present invention is a collision avoidance system enabled by aplurality of vehicle mounted flash ladar sensors incorporating elementsof the flash ladar technology disclosed in Stettner et al, U.S. Pat.Nos. 5,696,577, 6,133,989, 5,629,524, 6,414,746B1, 6,362,482, and U.S.patent application US 2002/0117340 A1, and which provides with a singlepulse of light the range to every light reflecting pixel in the field ofview of the flash ladar sensor as well as the intensity of the reflectedlight.

BRIEF SUMMARY

Many attempts have been made to solve the problem of how to create thetrue 3-D imaging capability and integrate it with a vehicle which wouldenable a vehicle based collision avoidance. The instant invention makesuse of a number of new and innovative discoveries and combinations ofpreviously known technologies to realize the present embodiments whichenable the vehicle operator to benefit from a collision avoidancetechnology with the capacity to provide nearly 360° target detection andmonitoring. When integrated with the vehicle navigation and controlsystems, both collision avoidance and robotic driving are enabled. Thisability to operate the LADAR enabled collision avoidance system isprovided by practicing the invention as described herein.

This invention relies on the performance of a plurality of multiplepixel, infrared laser radar modules for capturing three-dimensionalimages of objects or scenes within the field of view with a single laserpulse, with high spatial and range resolution (Flash LADAR). The figuresand text herein describe the electrical and mechanical innovationsrequired to enable a cost effective LADAR based collision avoidancesystem which is particularly well adapted to the automotive environment,where low cost, reliability, and robust environmental performance arebasic requirements.

The vehicular collision avoidance system utilizes a pulsed lasertransmitter capable of illuminating an entire scene with a single highpower flash of light. The vehicular collision avoidance system employs asystem controller to trigger a pulse of high intensity light from thepulsed laser transmitter, and counts the time from the start of thetransmitter light pulse. The light reflected from the illuminated sceneimpinges on a plurality of receiving optics and is detected by a numberof focal plane array optical detectors housed in independent ladarsensor units. An interconnect system typically comprised of a fibercable and wire harness connects the individual vehicle mounted ladarsensor units to a central LADAR-enabled collision avoidance system whichsupports the functions central to the described vehicular collisionavoidance system.

The instant invention provides a nearly 360° coverage for a land or seabased vehicle with coverage above and below the plane of travel. Whilespecifically adapted for ground based vehicles, the technology describedmay be easily applied to boats, hovercraft, and airborne platforms suchas helicopters and airplanes. The collision avoidance system pioneers anumber of new technical concepts, including the embedding of key LADARelements within standard headlamp and taillight assemblies, andarticulating LADAR sensors adapted to cover terrain coming into viewaround a curve, at the crest of a hill, and at the bottom of a dip. Inone embodiment, a central laser transmitter is split into multipleoptical outputs and guided through fibers to illuminate portions of the360° field of view surrounding the vehicle. In a further embodiment,these fibers also serve as amplifiers to increase the optical intensityprovided by a single master laser.

Therefore it is an object of this invention to provide a LADAR enabledcollision avoidance system which has low initial cost, highavailability, nearly 360° field of view coverage, ability to proactivelyadapt to variations in terrain, and can be easily integrated intoexisting ground based vehicles, watercraft, and airborne platforms.

The present invention comprises a vehicular collision avoidance systemenabled by a flash ladar with a number of sensors specifically adaptedfor integration into a moving vehicle. The system described is designedto be manufactured economically, and to be integrated into a vehiclewith minimum adaptation of the vehicle. Flash LADAR sensors are detailedwhich are integrated into a forward looking headlamp assembly which maybe actuated on a motorized pivot mount. Side mounted flash ladar sensorsare described which are integrated into turn signal indicator lightassemblies, and rear view sensors are described which are integratedinto taillight assemblies. Additionally, the flash ladar enabledcollision avoidance system incorporates a central processing unit whichincorporates object recognition software. Based on the objects in thefield of view of the ladar sensors, the relative motion of theseobjects, and the vehicle dynamics, the collision avoidance systemcentral processor produces audible, visible, or tactile warnings to theoperator of the vehicle. In some cases posing extreme risk, thecollision avoidance system takes active control of the vehicle in orderto conduct evasive maneuvers.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an overhead view of an automobile incorporating multiple flashladar sensors and their overlapping fields of view.

FIG. 2 is a side view of three possible mounting points for the forwardlooking flash ladar sensors.

FIG. 3 is a side view of an automobile travelling along the crest of ahill and in the bottom of a dip in the road.

FIG. 4 is an overhead view of an automobile travelling along a sectionof a left-curving roadway.

FIG. 5 is a diagram of an integrated headlamp and flash ladar sensor.

FIG. 6 is a diagram of an integrated headlamp and flash ladar sensorwhich illustrates an alternative arrangement of lensing elements forboth illuminating the roadway with visible light and pulsed laser light,and collecting and directing reflected laser light to a detecting focalplane array, and shows washer and wiper hardware for keeping the forwardsurfaces clean.

FIG. 7A is a diagram of an integrated headlamp and flash ladar sensorwhich illustrates a rectangular arrangement of lighting elements as wellas a reflecting lens apparatus for receiving laser light reflected fromthe scene, and features a laser external to the assembly.

FIG. 7B is a diagram of an integrated ladar sensor and headlamp whichfeatures a longer focal length reflecting lens and a remote externallaser, with pulsed laser light delivered via an optical fiber.

FIG. 8 is a diagram showing pivot mechanisms attachment to theintegrated headlamp and ladar sensor for facilitating two axis angleadjustment.

FIG. 9 is an overhead view of an alternative to FIG. 1 showingoverlapping fields of view of a ground vehicle employing the ladarsensor of FIGS. 5, 6, 7, and 8 , in which the collision avoidance systememploys between four and six sensors, each at a corner of the vehicle.

FIG. 10 is a block diagram of a collision avoidance system employing aplurality of independent flash ladar sensors.

FIG. 11 is a detailed system block diagram of an advanced adaptation ofthe collision avoidance system of FIG. 10 , which incorporates a numberof digital and analog signal processing modules and a low power masterpulsed laser transmitter with a distributed fiber amplifier andassociated pump lasers.

DETAILED DESCRIPTION

A preferred embodiment of the present invention, the Flash LADARcollision avoidance system (CAS), is depicted in block diagram form inFIGS. 10 and 11 . These FIG.s will be discussed in detail oncefoundational concepts of the LADAR enabled CAS are explained through thediscussion of FIGS. 1-9 . FIG. 1 is an overhead diagram which shows onepattern of ladar sensor coverage which will enable a collision avoidancedigital signal processor to determine which objects in the path of thevehicle, or travelling on an intercept path, necessitate evasivemaneuvers by the host vehicle.

The host vehicle 6 may be an automobile, boat, ship, hovercraft,airplane or robotic crawler. FIG. 1 illustrates several basicrequirements for a vehicle mounted collision avoidance system. First, afield of view 1 in the direction of travel of the vehicle must extendfurthest from the vehicle. The field of view may be rectangular as shownfor field of view 1, to project illuminating laser flashes directly inthe path of the vehicle at long ranges while driving on a straighthighway 7 at high speed, or in an arc, typically with shorter range andwider field of view 2 to detect nearby objects when maneuvering at lowspeeds, e.g.; parking.

Lateral sensor field of view patterns 3 and 4 monitor left and rightsides of the vehicle respectively, and operate at medium ranges,providing input over a wide arc to facilitate low speed maneuvering, andto provide some level of early warning capability for potentially higherspeed lateral impact events. A rear facing sensor field of view pattern5 provides sensor coverage in a similar fashion to the side impactsensors 3 and 4, by detecting stationary or slow moving objects near therear of the vehicle in a wide arc, thus facilitating low speed maneuverssuch as parking, while simultaneously enabling a rear impact sensor witha view of any vehicles approaching from the rear in an uncontrolledmanner at higher speeds.

FIG. 2 details one of the important design considerations regarding theladar enabled collision avoidance system. A major issue is the questionof where to mount the transmitter or transmitters on the vehicle as wellas where the optical detectors should be mounted. In most of theprevious work by the present inventors, these transmitters and receivershave been co-located as close as possible with parallel and overlappingfields of view along the same radial axis. By mounting the ladar sensorhigh on the vehicle, it might be possible to sweep an entire 360° fieldof view, thus keeping one aspect of system complexity to a minimum.However, as the diagram shows, a high mounted ladar sensor 8 co-locatedwith the rear view mirror or dome light position, blind spots arise inthe near field below the projection line 12 of the forward field of view11 of the high mounted ladar sensor 8. In a similar fashion, these blindspots will appear at the rear of the vehicle below a line of sight fromthe rear view mirror or dome light position 8 to where this line ofsight is cut off by the trunk lid. To a lesser extent, additional blindspots will arise on the left and right side of the vehicle in the nearfield below a line of sight from the rear view mirror to the bottom ofthe driver's side window where it connects with the door panel, andlikewise on the passenger's side where the window connects with the doorpanel. Other blind spots arise for a high mounted ladar sensor which arecaused by the roof supports at either end of the front windshield, thefront and rear doors, and the rear windshield. These are commonlyreferred to in industry parlance as the A, B, and C pillars,respectively. Additional optical transmission blockages may be caused bythe vehicle occupants, seatbacks, headrests, and tissue boxes, stuffedanimals, etc., stored on the rear windshield deck. The issues of opticaltransmission blockages are very similar for a high mounted ladar sensor8 co-located with either the rear view mirror or the dome light.

As shown in FIG. 2 , the distance to where the lower line of sight limit13 intersects the roadway surface 15 is greater in a dash mounted ladarsensor variant 9 than in the high mounted case shown by line 12. Thisincrease in the blind spots of the dash mounted variant 9 will befurther exacerbated in the rear view and sides because of the much lowerinitial height of the dash mounted sensor 9, creating a much lower angleas in the angle shown between line of sight 13 and roadway 15.Additionally, optical transmission blockages in the passengercompartment such as occupants, seats, headrests, etc. will beexacerbated due to their being directly in the viewing path of a dashmounted ladar sensor 9. These blindspots reduce the ability of the ladarsensor to perfom adequately in slow maneuvers such as backing up from adriveway or parking. Though the high mount 8 ladar sensor position ispreferable to the dash mount variant 9, both options have significantlimitations. At the bottom of FIG. 2 , the preferred low level headlamp18 mounting point or taillight/indicator light level mounting point 10of the ladar sensor is depicted with a lower line of sight 14. Thismounting arrangement substantially reduces the blindspots in the searchpattern identified above with respect to both the high mounted domelight or rear view mirror position 8, and the mid-level dash mountedvariant 9. High mount 8 and mid-level mounting positions 9 for the ladarsensor would preclude the projection of a near field illumination andsearch pattern 16 if not mounted at the periphery of the vehicle. Nearfield illumination pattern 16 can be formed from the same light beamwhich produces far field illumination pattern 11 using a combination ofrefractive and diffractive optics. These refractive and diffractiveoptics may also serve as the collection mechanism for the lightreflected from object in the field of view of the ladar sensor.Diffractive optics work on the principle of interference, not bending(refraction) of light. Diffractive optics, which are very thin andcompact, are used to shape the laser beam so photons aren't emitted outto the field of view of the receive optics.

Returning to FIG. 1 , the coverage pattern in the horizontal plane couldbe achieved with four independent sensors. Patterns 1 and 2 can beformed from the same ladar sensor using a combination of refractive anddiffractive optics for both the transmission of the illuminating lightpulses and the collection of the light reflected from objects in thefield of view. Patterns 3, 4, and 5 can be produced from an additionalthree independent sensors placed at strategic points on the vehicle fora total of four independent sensors. However, in an automobile design,the difficulty associated with finding four new points for mounting ofladar sensors should not be underestimated. Engineers tasked withdesigning an automobile chassis and body would need to accommodate theadditional four openings in the body panels and provide electricalwiring harness interfaces and routing of the harness to the new points.There becomes the need to increase the number of parts used in the subassemblies and the top assembly, and there would need to be additionalstations on the assembly line to install each of the new independentladar sensors.

A more sophisticated approach is to reuse the packaging of theheadlamps, turn signals, and taillight/brakelight assemblies for themounting of the ladar sensors. The advantages of this approach build ona significant body of knowledge gained over many years in the automotiveindustry. Headlamps and taillights have migrated to the periphery of thevehicle for issues of operation and visibility. Long gone are the daysof single headlamps mounted at the forward center of the vehicle like alocomotive. Likewise, most headlamps and taillight/brakelight assembliesare mounted at the corners of the vehicle for reasons of illumination ofthe area of operation of the vehicle, and for visibility of the vehicleto operators of other vehicles in the vicinity. This great body ofknowledge should be built on, rather than lightly disregarded whenintegrating a new function, the ladar sensor, into a moving vehicle suchas an automobile. We expect a much easier path to adoption of this newfunctionality if it can be integrated with the present functions andhardware associated with the pathway illuminating systems of the vehiclerather than a fully independent approach with major accommodations madeto the body and chassis and assembly lines if the ladar sensors are notincorporated into the existing pathway illuminating hardware. Therefore,the integrated headlamp and ladar sensor is developed herein as well asthe integrated auxiliary lamp and ladar sensor assembly. By auxiliarylamp we mean any short range illuminating lamp or indicator light, toinclude at minimum, turn signals, brake lights, taillights, parkinglights, or any similar lights commonly installed on moving vehicles.

This approach to integrating the ladar sensor into the headlampassemblies and auxiliary lamp or indicator light assemblies will producefields of view as shown in FIG. 9 , with identical overlapping far fieldillumination and viewing patterns 11 projected along roadway 7. Theoverlapping horizontal projections of near field patterns 16 in FIG. 9are from ladar sensors integrated into indicator lights 10 as shown inFIG. 2 , or from integrated ladar sensor and headlamp assemblies 18 asdiscussed in FIGS. 3 and 4 .

Referring to FIG. 3 , an important feature of the integrated headlampand ladar sensor we describe is the ability to steer the field of viewof the ladar illumination pulse 11 along with the headlamps mechanicallyin the vertical and horizontal axes. The diagram in FIG. 3 shows amoving vehicle 6 travelling at the crest of a hill 87, with articulatingladar sensor and headlamp 18 at a depressed angle, illuminating thetrough at the bottom of the curvature of the hill 87. Likewise, thebottom of FIG. 3 shows a moving vehicle 6 travelling at the bottom of adip in the road, prior to ascending a hill, 17. In this view, the ladarsensor and headlamp assembly 18 is at an elevated angle, sweeping outthe incline of the curvature of the hill, 17 rising in front of it.

FIG. 4 further illustrates the advantages of the beam steeringcapability of the ladar sensor and headlamp assembly 18. Pictured is amotor vehicle 6 approaching a bend to the left in the roadway 19. Bothheadlamp and ladar sensor far field beam patterns 11 are steered to theleft to sweep out the area in the path of the vehicle at the greatestdistance from the vehicle, therefore giving the greatest possible amountof time for collision threat detection and avoidance.

FIG. 5 illustrates a number of design and construction features of theintegrated ladar sensor and headlamp assembly 18. At the right of FIG. 5is shown a cross section showing details of the assembly taken alongline SS. The assembly is contained within a glass or high impact plastictransparent envelope 20. A double lens system for collecting andfocusing the light returned from the scene in the field of view isformed by large diameter lens 21 at the front of the assembly, whichworks with a second lens 35 directly in front of receive sensor 28.Receive sensor 28 is comprised of an infrared focal plane array mountedatop a readout integrated circuit and thermal management interface. Theladar sensor is comprised of laser light source 31, receive sensor 28,and additional electronics contained in electronics housing 29. Mountedbetween second lens 35 and receive sensor 28 is an optical bandpassfilter 41 which blocks all wavelengths of light except the wavelength ofthe light from the laser light source 31, typically 1.57 microns in thepreferred embodiment. The laser light source 31 may be a solid-statelaser, semiconductor laser, fiber laser, or an array of semiconductorlasers. In the preferred embodiment, laser light source 31 is a discshaped solid state laser of erbium doped phosphate glass pumped by 976nanometer semiconductor laser light. In an alternative embodiment, laserlight source 31 is an array of vertical cavity surface emitting lasers(VCSELs). The operation of receive sensor 28 will be discussed ingreater detail in connection with FIG. 10 , the system block diagram.Supporting the large diameter lens 21 are a number of lens supports 22which may be thermosonically bonded to transparent envelope 20, orformed/molded into transparent envelope 20. Large diameter lens 21 maybe of a material which has a different index of refraction at thetransmission wavelength of 1.57 microns from the index of refraction itexhibits at the headlamp illumination wavelengths in the 0.45-0.65micron range. This dichroic behavior of the material of large diameterlens 21 may be put to good use, creating different illumination patternsfor the 1.57 micron ladar sensor illuminating laser 31, and the visiblewhite light emitting diodes 33. Visible white LEDs 33 supplant theincandescent or halogen bulbs of traditional headlamps in the instantinvention, due to their much higher efficiency, and therefore lower heatproduction. Shown on the left side of FIG. 5 is a radial arrangement ofeight LED subassemblies (33, 25, and 26) for simplicity and clarity ofthe drawing, but the actual number of LED subassemblies is typicallymuch greater, on the order of 32-128, depending on the power desired forthe particular headlamp or indicator lamp application. An example of abenefit of a dichroic material for large diameter lens 21 is the abilityto project an illuminating 1.57 micron laser pulse in a far fieldpattern 11 to match the far field pattern of the LED light sources 33,while at the same time illuminating the near field of the vehicle 6 with1.57 micron pulsed laser light in a near field pattern 16, with littleor no light from the LED light sources 33 being diverted into the nearfield. Because the near field of the vehicle is not directly visiblefrom the driver's position, it makes sense to not divert optical fluxfrom the LED visible light into the near field 16. It is preferred tohave as much of the visible light transmitted so as to illuminate thedriver's line of sight in the far field.

As noted above, LED light sources 33 are chosen for this applicationbecause of their high efficiency. The high efficiency of LED lightsources produces real benefits to the integrated ladar sensor andheadlamp in three significant ways. First, it reduces heating of theadjacent receive sensor 28 of the ladar sensor. The detector array ofreceive sensor 28 is typically a two dimensional array of AvalanchePhotoDiodes (APDs), which are sensitive to shifts in operatingtemperature, and must be operated at a fixed temperature in thepreferred embodiment of the invention. In order to keep the temperatureof the receive sensor 28 comprised of APD array and readout IC constant,thermoelectric coolers are used as a heat pump to remove excess heat toan associated heatsink at the rear of the electronics housing 29. Closedcircuit control is then used to monitor and maintain the receive sensor28 at a constant temperature by supplying a variable current to thethermoelectric coolers. Second, the ladar sensor may draw 30-40 watts ofpower from the vehicle electrical power systems. This additional powerrequirement can be offset by reducing the electrical power required toilluminate the roadway by substituting LEDs 33 for the traditionalhalogen or incandescent light sources, thus easing the burdens on thevehicle electrical system design, and facilitating the seamlessintegration of ladar sensing technology. Third, the dramaticallyincreased life expectancy of the LED light sources reduces theprobability the integrated ladar sensor and headlamp assembly 18 willhave to be repaired during the life of the vehicle. Because theintegrated ladar sensor and headlamp assembly 18 will of necessity be asubsystem with a higher value, the decision to repair or replace theintegrated ladar sensor and headlamp 18, should be based on the highervalue component, the ladar sensor. This repair/replace decision isfacilitated if the light sources chosen have an extremely low failurerate and very long lifetime as do the LED light sources 33.

Each LED light source 33 typically has a molded aspherical lens 25 andreflector/director 26 to collect and project substantially all of thelight emanating from LED light source 33 into the far field pattern 11.Additionally, an optional intermediate lens 23 may be positioned betweenthe molded lens 25 and the large diameter lens 21 to provide additionalconditioning of the visible light beam emanating from the LED lightsource 33. Intermediate lens 23 may be held in place by support features24 molded into, formed in, or thermosonically welded to transparentenvelope 20. The intermediate lens 23 may be made of a polymer, or aglass with flexibility and formed in a split ring, with split 36designed to allow the ring to be compressed in diameter prior toinserting into transparent envelope 20. Once the intermediate lens 23with split ring design is compressed, it may be engaged with the detentin support feature 24, and then released, allowing it to spring out toits full diameter, thereby retained and supported within transparentenvelope 20 by support features 24. Visible LEDs 33 are mechanicallysupported and electrically connected via printed wiring board 27 whichmay be a printed circuit board made of fiberglass, alumina, aluminumnitride, or other insulator/conductor printed wiring system.

To complete the functionality of the integrated ladar sensor andheadlamp 18, a laser light source is necessary and is shown located on aparallel axis with receive sensor 28. The laser light source has an eyesafe filter 32 which limits the wavelength of light emitted throughdiffuser 34 to only those inherently eye-safe wavelengths of light.Diffuser 34 may be an ordinary refracting lens, an array of diffractiongratings, a series of ground or molded prisms, or a holographicdiffuser. In the preferred embodiment, the wavelength of choice is inthe range of 1.54-1.57 microns, though many other wavelengths may beuseful as a source of illuminating laser light. A zero time reference isestablished by retro-reflector post 39 attached to transparent envelope20 which indicates the leading edge of an outgoing laser pulse byfeeding back a portion of the outgoing laser pulse energy to the receivesensor 28, which detects it and processes the pulse in the same manneras all succeeding reflections from the scene in the field of view ofintegrated ladar sensor and headlamp assembly 18. This reflected zerotime reference optical signal is referred to locally as an AutomaticRange Correction (ARC) signal, and the several pixels on receive sensor28 illuminated by the ARC signal are referred to as ARC pixels, and arethe zero time references for all range measurements made by integratedladar sensor and headlamp assembly 18. Retro-reflector post 39 may beformed of a plastic or glass and may be integrally molded withtransparent envelope 20 or bonded to transparent envelope 20thermosonically. The preferred method is to have retro reflector post 39integrally molded into transparent envelope 20 and to apply a whiteepoxy paint or metallic coating as a reflective coating 40 to theexterior of transparent envelope 20 in line with retro-reflector post39. A metallic reflective coating 40 may be applied by any number ofmethods, including flame spraying, electroplating, or physical vapordeposition. Metallic coating may also be a thin film of metal appliedunder heat and pressure which causes the base material of transparentenvelope 20 to reflow and permanently capture a metallic stripfunctioning as a metallic reflective coating 40. The metal chosen for ametallic retro-reflective coating or layer 40 should be impervious tothe effects of corrosion as it is an outside, exposed surface. Materialssuch as stainless steel, nickel, gold, and platinum are appropriate forthis function. Finally, a sealant, or passivation layer may be appliedover a metallic reflective coating 40 to further reduce the potentialeffects of a corrosive environment by using any of the above mentionedprocesses. The preferred method is to use physical vapor deposition inwhich a target of glass is heated in a crucible within a vacuum chamberto deposit a thin layer of passivating glass over the corrosionresistant metallic reflective coating 40. Alternatively, if thetransparent envelope 20 is plastic, any number of epoxy resins orplastic overmoldings may be applied as a passivating layer overreflective coating 40.

Forming the retro-reflecting post 40 within the transparent envelope 20serves a dual purpose with respect to the ARC signal and ARC pixels. Itis expected there will be some non-negligible and undesirableretroreflections from an outgoing laser illuminating pulse from laserlight source 31 when the light pulse encounters scratches, dirt, deadbugs, ice, snow, or other light reflecting obstructions which may beadhered to the front surface of transparent envelope 20. It is importantto have the ability to “gate out”, or ignore, these signals by having anARC signal which occurs later in time than these undesirableretro-reflections from the exterior surface of transparent envelope 20.The additional delay occasioned by the height of retro-reflector post 39and its non-unity index of refraction, creates additional delay over thethin sections of transparent envelope 20, thus making theretro-reflected optical signal from a white or metallic reflectivecoating 40 occur slightly later in time than the undesiredretroreflections from any materials adhered to the exterior surface oftransparent envelope 20. At the far right of FIG. 5 is the interfaceconnector 30 which carries bidirectional electrical signals, power,ground, and any necessary optical signals to and from the integratedladar sensor and headlamp 18 and provides connections to the vehicleelectrical and optical systems. Resident within electronics housing 29are a serial communications port for bidirectional communications with acentral ladar system controller (71 in FIG. 10 ), power conditioningelectronics, and interface electronics including analog to digitalconverters for reporting the status of the integrated ladar sensor andheadlamp 18, and its associated analog parameters such as temperature,voltage, power consumption, etc. The serial communications port alsosends ordered pairs of range and intensity detected by the ladar sensorto the central ladar system controller (71 in FIG. 10 ) and receivescommands therefrom to control the direction of the sensor, the intensityof the laser illuminating pulse and the intensity of the LED lightsources 33. Electronics housing 29 also contains circuitry to convertdigital signals and commands received from a central ladar systemcontroller to analog values as required to point the integrated ladarsensor and headlamp 18, to brighten or dim LED light sources 33, or torun wiper/washer operations described in association with FIG. 6 .

Shown at the left of FIG. 5 is a view looking into the integrated ladarsensor and headlamp 18 along the optical axis OA, showing a number ofdetails of the design including the preferred rectangular shape 38 ofreceive sensor detector 28 as well as the rectangular shape 37 of thelaser light source 31 of the preferred embodiment. FIG. 5 is not a scaledrawing; rather it is intended to illustrate the various design conceptsincorporated in the preferred embodiment. Other lensing options withmultiple convex surfaces, with concave surfaces, and alternatively, withsome prismatic or diffractive surfaces may be employed to achieve thedesired effects described herein. A shorter range, wider field of viewintegrated ladar sensor and auxiliary lamp 10 as anticipated in FIGS. 2and 4 , is an adaptation of the design described in association withFIG. 5 . The integrated ladar sensor and auxiliary lamp 10 uses a widefield of view lens with a short focal length such as a fisheye lens, oran array of diffractive gratings or prismatic elements to survey a fieldof view in excess of 90 degrees, and up to approximately 180 degrees.The term auxiliary lamp includes taillights, brake lights, parkinglights, turn signal indicator lights, fog lights, etc., commonly foundon the exterior of an automobile.

FIG. 6 shows a number of optional features and alternative embodimentsof integrated ladar sensor and headlamp assembly 18. The right half ofFIG. 6 shows a cutaway view of integrated ladar sensor and headlamp 18along section line DD. As noted with respect to the discussion of FIG. 5above, there is a distinct possibility of non-negligibleretro-reflections from a variety of materials which could be adhered tothe exterior of transparent envelope 20. A wiper system comprised ofelectric motor 42, rotating shaft 43, and wiper blade 44 works togetherwith washer fluid pumping tube 45 and washer fluid spray nozzle 46 tokeep the exterior surface of integrated ladar sensor and headlampassembly 18 free of bugs, dirt, snow, hail, etc. as much as possible inorder to facilitate better 3-dimensional ladar sensor capability. Washerfluid pumping tube 45 has a hose fitting 47 extending towards the rearto engage with a hose from the vehicle windshield fluid reservoir andpump. A different optical design and layout are shown, with a greaternumber of visible LED subassemblies arranged in a radial pattern. EachLED subassembly in this case features a concave lens 25 together with aparabolic reflector of different shape for a different far fieldlighting effect. Circuit board support 48 is attached to transparentenvelope 20 and creates a mounting point for the LED circuit board 27assembly which is in a slightly more forward location in this embodimentof the design.

Connected to circuit board support 48 is lens mount 49 which is shownwith two large diameter plano-convex lenses 21 and 50 mounted back toback to provide for a wide field of view for receive sensor 28, though anumber of other lensing arrangements are anticipated, including convex,concave, and aspherical shapes as well as arrays of prismatic anddiffractive surfaces. Electrical connections 51 carry power and ground,brightness control, and other bidirectional signals through circuitboard support 48 and electronics housing 29 to interface connector 30for connection to the vehicle electrical systems. A further benefit ofusing a washer fluid spray system is the location of washer fluid spraynozzle 46, which is positioned ideally to create a retro-reflected ARCsignal suitable for illumination of the ARC pixels of receive sensor 28.To function reliably in this manner, washer fluid spray nozzle 46 shouldbe made of a corrosion resistant metal alloy such as stainless steel,nickel, gold, or platinum, or be powder coated white. The location ofwasher fluid spray nozzle 46 well outside the exterior surface oftransparent envelope 20, means the retro-reflected optical signalstherefrom will be well delayed past any retro-reflected optical signalscaused by bugs, mud, dirt, snow, or ice adhered to the exterior surfacesof transparent envelope 20, making for an excellent solution to thequestion of where to locate and how to provide for an appropriateretro-reflected ARC signal suitable for illuminating the ARC pixels ofreceive sensor 28.

A common design trade-off for a ladar sensor is the range versustransmitted power consideration. Greater transmitted power yieldsadditional range, at the expense of more complex laser designs, greaterelectrical power requirements, and therefore cost and weight of thesystem. FIG. 7A addresses this range problem in a new and unique mannerwith respect to ladar sensor design. Instead of arbitrarily increasingpower to yield range enhancement, a much larger optical gain is realizedin the ladar sensor optical receiver of this alternative embodiment byincreasing the effective aperture of the ladar sensor optical receiverthrough beneficial use of a parabolic reflector 53 instead of thetraditional glass or polymer lens elements of FIG. 5 . Moreover, theaspect ratio of the optical aperture created by reflecting mirror 53 maybe adjusted to be rectangular 52, circular, square, or any other desiredgeometry. FIG. 7A illustrates a number of features not found in FIGS. 5and 6 . At the left of FIG. 7A is a front view of the integrated ladarsensor and headlamp assembly 18. At the right of FIG. 7 , a section ofthe front view along line FF looking to the left is shown. The parabolicreflector 53 captures light passing through the transparent envelope 20and converges the captured incoming light at focus element 61 which isshown here as a secondary converging mirror, but may be a divergingmirror, or a convex or concave refracting lens, or a lens with anaspherical geometry. Focus element 61 conditions the light to passthrough mirror aperture 60 so as to fall on the active area of receivesensor 28. Focus element 61 is positioned and held in place by supportbeam 54 which is permanently affixed to, or integrally molded into,parabolic reflecting mirror 53. Reflecting mirror 53 has a parabolicprofile in the preferred embodiment and may be molded or formed out ofmetal, glass, or a fiber reinforced polymer, or another material suitedto a particular application. Reflecting mirror 53 may alternatively becreated in a characteristic shape which is spherical, hyperbolic,exponential, or another geometry which suits a particular application.The refractive lens designs as in FIGS. 5 and 6 do not scale easily tolarge apertures and higher optical gains. A circular headlamp assemblymay typically be 7 inches in diameter, thus leaving 6 inches for a largediameter lens 21 of FIGS. 5, 6 . Such a large diameter lens 21manufactured out of a solid glass blank will be expensive and heavy, andrequire a more substantial mechanical mounting system, with theadditional associated weight and cost. Because the parabolic reflector53 may be cast, molded, or formed out of a thin walled glass, powdermetal, or fiber reinforced polymer, it will be much lighter for a givenaperture and optical gain than an equivalent solid glass lens. Thisresultant lower weight has many benefits for man-portable and flightsystems, and has a much lower cost of fabrication.

The laser illuminating source 31 in the design embodiment of FIG. 7A ispositioned outside the transparent envelope 20 of the integrated ladarsensor and headlamp 18, and is coupled through a fiber coupler 59 andflexible optical fiber 58 and rigid lightguide 57 to corner cube 55.Corner cube 55 rotates the transmission axis of the illuminating laserlight 90 degrees into alignment with the optical axis shown as dashedline OA of the integrated ladar sensor and headlamp assembly 18. Cornercube 55 may be a high quality device made of ground glass coated with areflecting mirror surface and mounted to support beam 54 using epoxy,adhesive or mechanical means such as C-clips, U-clips or other frictionor compression fasteners, or assembled to diffuser 56 and then attachedas a compound unit to support beam 54 using any of the aforementionedattachment methods. Corner cube 55 may alternatively be integrallyformed with support beam 54 and coated with a reflective metallicsurface, with diffuser 56 attached thereto. Diffuser 56 acts todistribute the illuminating laser light in any of the desired patternsdiscussed herein, and may be an arrayed waveguide grating, interferencefilter, holographic diffuser, or other diffractive optic construction.Diffuser 56 may be bonded to corner cube 55 by any number of methodsincluding glass bonding, epoxy or adhesive bonding, or mechanicalmounting using sheet metal C-clips, U-clips, or other compression andfriction fasteners. Shown at the left of FIG. 7A is the rectangularaspect of secondary lens 23 which is optionally included in the variousembodiments shown herein. Also visible is the rectangular aspect ofmirror aperture 60, though other shapes are anticipated depending onparticular applications of the invention as described herein.

FIG. 7B illustrates a number of refinements to the integrated ladarsensor and headlamp assembly 18 incorporating a reflecting mirror 53. Atthe left of FIG. 7B is a front view of the integrated ladar sensor andheadlamp assembly 18. At the right of FIG. 7B, a section of the frontview along line FF looking to the left is shown. First, support beam 54has been angled so focus element 61 can be above, or in this case, inadvance of reflecting mirror 53, thus increasing the focal length ofreflecting mirror 53, which is desirable in some cases to allow for anincreased optical aperture without penalizing the optical performance.Increase of the optical aperture is desirable to produce a positiveeffect on optical gain. In this drawing it can be seen the proximity ofdiffuser 56, corner cube 55, and focus element 61 to the interiorsurface of transparent envelope 20 allows for them to be bonded directlyto the transparent envelope 20 and for support beam 54 to be eliminatedin low cost applications. An automobile might have two of this type ofintegrated ladar sensor and headlamp assembly 18, plus four wide fieldof view ladar sensors integrated with auxiliary lighting assemblies 18,resulting in the need for up to six laser light illuminating sources 31.A further cost reduction mechanism anticipated is the concentration ofall six laser illuminating sources into one central laser unit with asix-way power split output. This system architecture will be discussedin association with FIG. 11 . Shown in FIG. 7B is flexible optical fiber58 connecting within transparent envelope 20 through to interfaceconnector 30 which in this embodiment connects to the vehicle opticaland electrical harness (not shown in this FIG.). The opticaltransmission lines within the optical and electrical wiring harness thenconnect to a central illuminating laser source which will be discussedin association with FIG. 11 .

FIG. 8 illustrates details of the mechanism which provides the abilityto point the integrated ladar sensor and headlamp assembly 18 both leftand right, and up and down and responds to electrical positioningsignals received over sub-assembly wiring harness 65. Attached totransparent envelope 20 are two motorized horizontal pivots 62positioned at the top and bottom of transparent envelope 20 which canrotate transparent envelope 20 both left (counter-clockwise) and right(clockwise) around vertical axis line VA. The second horizontal pivot 62at the bottom of FIG. 8 may be motorized, or may be a passive pivotconsisting primarily of a rotary bearing. Motorized horizontal pivot 62has electrical connections 66 which provide power, ground, and motorcontrol to the motorized horizontal pivot 62, and return motor statusand rotational position status signals from the motorized horizontalpivot 62. An outer housing 68 provides an attachment point for motorizedhorizontal pivots 62, and may be in the shape of a full shell adapted tothe contours of transparent envelope 20, with adequate clearance toallow for a full range of horizontal and vertical angular displacementof transparent envelope 20. Outer housing 68 is typically a full shellwhen the integrated ladar sensor and headlamp 18 is mounted on externalhard points such as might be found on a military or utility vehicle.Alternatively, if the integrated ladar sensor and headlamp 18 is housedin a recessed opening in the body of a vehicle, as is typical in anautomotive application, the full shell design for outer housing 68 canbe replaced with a very simple open yoke which has a flattened toroidshape and only has sufficient depth to provide attachment to bothmotorized horizontal pivots 62 and motorized vertical pivots 63.Horizontal pivots 62 and vertical pivots 63 and their respectiverotational axes typically lie in the same plane. Motorized verticalpivots 63 attach to outer housing 68 and act to point the subassemblyconsisting of the outer housing 68, motorized horizontal pivots 62, andtransparent envelope 20 up or down depending on electrical controlsignals received over electrical connections 67. The second verticalpivot at the left of FIG. 8 need not be motorized, and may be a simplepassive pivot with rotary bearing. Electrical connections 67 providepower ground, and motor control signals to motorized vertical pivots 63,and return motor status and angular position to a central controller.Both sets of electrical signal wires 66 and 67 pass through a vehiclemount 64 which may be a recess in a body panel in an automotiveapplication, or a mounting bracket on an exterior surface of a utilityor military vehicle. These two independent sets of electricalconnections 66 and 67 then merge in a sub-assembly wiring harness 65before terminating in an electrical connector 69 which is adapted toconnect to the vehicle electrical systems.

FIG. 9 shows an overhead view of an automobile 6 equipped with two ofthe integrated ladar sensor and headlamp assemblies 18 described in thetext and in FIGS. 5-8 above. The automobile is also equipped with shortrange integrated ladar and auxiliary lamp assemblies 10 at the fourcorners of the vehicle. The long range integrated ladar sensor andheadlamp assemblies 18 provide a narrow and long distance field of view11 along the length of straight roadway 7, while the short rangeintegrated ladar sensor and auxiliary lamp assemblies 10 provide anoverlapping and much wider and shorter range field of view 16. Typicallythe shorter range integrated ladar sensor and auxiliary lamp assemblies10 are not capable of traversing, but operate in a staring mode, toreduce complexity and costs associated with the auxiliary lightingfunctions. In staring mode short range sensors are not capable oftraversing in either a lateral angle or vertical angle like the headlampassemblies. The overlapping region 70 between short range fields of view16 at the rear of the vehicle is an area where object identification canbe enhanced by post processing and comparing the 3-D images from theleft and right short range integrated ladar and auxiliary lightassemblies 10. Object identification can be enhanced by the objectrotating or moving through the field of view, or by the motion of theobserving platform, or by simultaneous capture of 3-D information fromtwo or more surfaces on the object not directly viewable from the samepoint of view, necessitating two independent ladar sensors with fieldsof view converging on the object in question as in overlapping region70.

FIG. 10 shows a simplified system block diagram of a typicalinstallation on a vehicle as anticipated herein and described in thepreceding FIGS. 1-9 . A ladar based collision avoidance systemconsisting of a central ladar system controller 71 connects to sixindependent ladar sensors through bidirectional connections 72 and 73.Two long range units, each comprising an integrated ladar sensor andheadlamp 18, connect to system controller 71 through a set ofbidirectional electrical and optical connections 72. Connections 72 arecomprised of electrical wires, optical fibers, and hybridelectrical/optical connectors in the preferred embodiment. Four shortrange units, each comprising an integrated ladar sensor and auxiliarylamp 10 connect to the system controller 71 through a set ofbidirectional optical/electrical connections 73. Connections 73 arecomprised of electrical wires, optical fibers, and hybridelectrical/optical connectors in the preferred embodiment. Eachintegrated ladar sensor and headlamp 18 and integrated ladar sensor andauxiliary light 10 have at their core a receive sensor 28 firstreferenced herein in connection with the discussion of FIG. 5 . Receivesensor 28 is comprised of a two-dimensional focal plane array ofavalanche photodetectors mounted atop a readout integrated circuit inthe preferred embodiment. A square array of 128×128 avalanchephotodetectors on an indium phosphide substrate comprises the focalplane array of the preferred embodiment. The focal plane array is bondedto and electrically connected to a readout integrated circuit via asquare array of 128×128 indium bumps formed on the circuit side of thefocal plane array. Each detector of the array is individually connectedto a unit cell of the readout integrated circuit. The unit cell containsan input low noise amplifier, bandpass filter, threshold detectingcircuit, analog sampler, and analog sample shift register, as well as atiming circuit referenced to a global input indicating the start of alaser illuminating pulse. Other signal conditioning circuitry resides onthe readout integrated circuit which enable high fidelity reception anddetection of low level optical signals reflected from objects andfeatures in the field of view of the ladar sensor. Additional supportcircuitry resides on printed circuit boards within electronics housing29 of FIG. 5 which provide global timing references, buffer the readoutintegrated circuit outputs, convert analog signals to digital signals,convert digital signals to analog signals, provide necessary biasvoltages, and set or adjust variables used within receive sensor 28.Each ladar sensor of the preferred embodiment is of the flash ladartype. As used herein, a flash ladar is capable of illuminating a fieldof view with a single pulse of laser light, detecting the reflectionsfrom the field of view incident upon a two-dimensional array of lightsensitive pixels, and measuring both the intensity and range to eachfeature in the field of view identifiable by an optical return incidentupon a pixel in the two-dimensional array. Further details of theoperation of receive sensor 28 are given in the citations of the presentinventors previous work in the prior art references which areincorporated herein by reference

FIG. 11 details the inner workings of ladar system controller 71 andamplifies on the nature of its interoperation with a variety of externalintegrated ladar sensor and vehicle headlamp and signal lamp modules.Ladar system controller 71 is comprised of seven basic elements, eachconnected and operating as follows in this preferred embodiment. Adigital processor/controller 81 supervises the operations of the ladarsystem controller internal components, as well as controllingcommunications with the host vehicle through bidirectional connections85. Processor/controller 81 is a general purpose microcomputerintegrated circuit in the preferred embodiment, but may be a specializedautomotive processor adapted specifically to a vehicle manufacturerrequirement, or a state machine such as a field programmable gate arrayor other programmable logic device. If the processor/controller 81 is astate machine type of device, non-volatile memory 80 is not required andcan be eliminated. Typically, upon power-up of the ladar systemcontroller 71, processor/controller 81 initiates a boot-up sequencewherein the non-volatile memory 80 is accessed for the operatingfirmware which is loaded into a memory resident withinprocessor/controller 81. The memory resident within processor/controller81 is typically volatile memory such as DRAM. Non-volatile memory 80 mayalso be resident on some processor/controller 81 integrated circuitdesigns in the form of ROM or PROM. If sufficient non-volatile memory isavailable within processor/controller 81, external non-volatile memory80 may be eliminated to reduce cost and simplify design. Normally,non-volatile memory 80 is comprised of ROM, PROM, Flash memory, oroptical or magnetic storage media.

Processor/controller 81 supervises the data communications port 82,which is a general purpose Ethernet port in the preferred embodiment.Data communications port 82 may also be of a type specifically adaptedto the vehicle market such as a CAN bus interface port, IDB-1394, SAEJ1708 interface, or any of a multiplicity of other choices. Datacommunications port 82 may also be resident on processor/controller 81,and is often included on many commercially available general purpose andautomotive digital controller integrated circuit designs. The hostvehicle 6 may also provide through bidirectional connections 85 and datacommunications port 82 periodic updates to the firmware resident on thenon-volatile memory 80, which would typically occur during scheduledmaintenance visits or vehicle recalls. The host vehicle may also providethrough data communications port 82 a number of important data to theladar system controller 71 during normal operation, such as current timeand date, vehicle position, speed, acceleration, turning rate, angle ofincline/decline, weather data, or other vehicle or global data useful inmanaging and controlling the vehicle ladar sensors and headlamps andauxiliary lamps.

Processor/controller 81 determines the timing and initiates the pulsingof illuminating pulsed laser transmitter 79 in the embodiment detailedin FIG. 11 . The pulsed laser transmitter 79 is a low power or mediumpower semiconductor laser in this alternative embodiment, with output inthe 1.54-1.57 micron wavelength. The optical output of pulsed lasertransmitter 79 is passed through a length of erbium doped optical fiberwhich is simultaneously optically pumped by a number of semiconductorlaser diodes at a nominal wavelength of 976 nanometers, though otherwavelengths of pump light may be used. The amplifier/pump diodes module78, comprised of a coil of erbium doped fiber and several pump laserdiodes create an amplified and intensified optical illuminating pulsewith sufficient power to illuminate all of the required fields of view(1,2,3,4,5,11 or 16) of the various and several ladar sensors positionedon the vehicle 6. Pulsed laser transmitter 79 and amplifier/pump diodes78 are typically housed together in laser transmitter module 86, butother arrangements are anticipated. The output of laser transmittermodule 86 is then split into six output fibers 76 by optical powerdivider 77. Optical power divider 77 typically splits the optical signalfrom laser transmitter 79 into six fiber outputs 76 with unequal powerratios. Optical power divider 77 may be an optical fiber coupler, or maybe comprised of a series of neutral density filters, or may be a spatialoptical power divider using a lens to condition the optical propagatingmode appropriately to be divided amongst a number of optical outputs.Two high power laser light signals are provided for use by long rangeunits LRU1 and LRU2, which are typically of the type of integrated ladarsensor and headlamp 18 described in FIGS. 5-8 . Four lower power laserlight signals are provided for use by short range units SRU1-SRU4, whichare typically of the type of integrated ladar sensor and auxiliary lamp10 described in FIGS. 5-8 . The six fiber outputs 76 are connected tothe remote ladar sensor units SRU1-SRU4 and LRU1 and LRU2 through afiber cable and wire harness 74 which may be routed throughout thevehicle in parallel with the host vehicle 6 wiring harness.

Connections to each long range integrated ladar sensor and headlamp unit18 at the terminus of the fiber cable and wire harness 74 are madethrough bidirectional connections 72 as described with respect to FIG.10 . Connections to each short range integrated ladar sensor andauxiliary lamp unit 10 at the terminus of fiber cable and wire harness74 are made through bidirectional connections 73 as described withrespect to FIG. 10 . In an alternative to the embodiment of lasertransmitter 86 described above, the coil of erbium-doped fiber isremoved from amplifier/pump diode module 78, and a length of erbiumdoped fiber is connected between output fibers 76 and each ladar sensorunit 10 or 18 positioned on the vehicle 6 periphery. The fiber cable andwire harness 74 is in this alternative embodiment an active opticalsystem, with six separate optically amplifying erbium doped fibersrouted through the harness 74. Fiber cable and wire harness 74 may bepartially comprised of steel or metallic wire, Kevlar®, or other fiberstrength members. Fiber cable and wire harness 74 is typically alsocomprised of conductive wires of copper, aluminum, German silver, orother electrically conductive material. Fiber cable and wire harness 74also comprises a number of optical waveguides suitable for opticalcommunications or transfer of high power optical pulses, and fabricatedfrom any number of glass or polymer compounds characterized for thesepurposes. Finally, the individual strength members and electricalconductors and optical waveguides of fiber cable and wire harness 74 aretypically bound together by tape wound around the bundle, plastic tubingslipped over the bundle, or a plastic jacket overmolded onto the outsideof the bundle.

Processor/controller 81 also connects to sensor interface 84 whichserves to condition the digital signals from processor/controller 81appropriately for transmission to any one of two long range sensor units18 or four short range sensor units 10. Sensor Interface 84 has sixbidirectional connection ports 75 which carry signals to ladar sensorunits 10 and 18, and return signals therefrom. These six bidirectionalconnection ports 75 connect with electrical conductors and opticalwaveguides embedded within fiber cable and wire harness 74. Thebidirectional connection ports 75 may be parallel electrical bus, serialelectrical interface, serial or parallel optical interface, or somecombination of electrical and optical interfaces, and also provideelectrical power and ground return signals in the preferred embodiment.Sensor interface 84 also receives status signals and data signals fromeach of the long range sensor units 18 and short range sensor units 10through connections 72 and 73, fiber cable and wire harness 74, andbidirectional connection ports 75. The data signals consist of range andintensity pairs for each pixel in a two-dimensional focal plane array,which provide a complete 3-D image of an object or scene in the field ofview of the sensor, from a single point of view. Sensor interface 84passes status data to processor controller 81 and object and scene datain the form of ordered range and intensity pairs to scene processor 83.Sensor interface 84 may contain analog to digital converters, digital toanalog converters, pulse width modulation circuits, or any of a varietyof other interface type circuits useful for controlling and monitoring aremote peripheral ladar and lighting subsystem. Sensor interface 84 maybe an integrated circuit, and in some cases, may be resident onprocessor/controller 81.

Scene processor 83 makes use of the data received from all six ladarsensors of the short range type 10 and long range type 18 to synthesizea composite view of the area in front of, behind, and surrounding thevehicle 6 and objects within these fields of view (1,2,3,4,5,11, and16). Scene processor 83 also identifies and tracks objects both staticand moving within the composited scene and features in the scene posinga risk, and may also compute the relative risk and timing of a potentialimpact with any of these objects or features in the composited scene.Alternatively, scene processor 83 may be resident outside of ladarsystem controller 71 and be associated with the host vehicle 6 centralcomputing function, in which case ordered pairs of scene data are merelypassed from sensor interface 84 directly to data communications port 82and thence to the host vehicle 6 for further processing. It is alsoenvisioned ladar system controller 71 may be entirely encompassed withinthe vehicle 6 central electronics and computing function, and may evenbe largely realized as a software/firmware function executable on thevehicle 6 standard computing platform. Several modes of operation forthe overall collision avoidance function are envisioned. A first mode,enabled by the several described embodiments, consists of simplydisplaying a 3-D graphics image showing the various details ofstationary features in the scene and objects in motion which may be inthe path of the vehicle 6 or on a collision course with the host vehicle6. This first described mode relies on the vehicle 6 operator to makejudgements and apply vehicle controls appropriately to maneuver thevehicle 6. This first described mode is fully supported by thespecification herein minus the details of the display. A second mode, inwhich warnings of an impending collision are communicated to the vehicleoperator, relies on a collision threat computation made by sceneprocessor 83 or by the host vehicle 6 systems based on the 3-D range andintensity data provided by the various embodiments described herein. Inthis second mode, the specification of the Flash LADAR CollisionAvoidance System as described herein may require the host vehicle tomake computations of risk based on the 3-D data provided, and warn thevehicle 6 operator by visual, tactile, or auditory means. In a thirdoperational mode, host vehicle 6 makes computations of risk or threat ofcollision based on 3-D data provided by the invention described herein,and applies control to vehicle 6 steering, braking, and engine systemsto effect collision avoidance and/or steer and guide the vehicleautonomously. All three of the described collision avoidance modes aresupported and enhanced by the presence and operation of the Flash LADARCollision Avoidance System comprised of the various embodimentsdescribed herein in association with the numbered drawings.

Although the invention of the Flash LADAR Collision Avoidance System andthe integrated ladar sensor and headlamp/auxiliary lamp and associatedsystems have been specified in terms of preferred and alternativeembodiments, it is intended the invention shall be described by thefollowing claims and their equivalents.

Having now described various embodiments of the disclosure in detail asrequired by the patent statutes, those skilled in the art will recognizemodifications and substitutions to the specific embodiments disclosedherein. Such modifications are within the scope and intent of thepresent disclosure as defined in the following claims.

1. A ladar sensor having a field of view and housed within an envelope,the envelope mountable to the vehicle and having a transparent surfaceadapted to transmit laser light, the ladar sensor further comprising: apulsed laser transmitter having a wavelength of transmission and apulsed light output and transmit optic and adapted to emit a laser lightpulse illuminating at least one segment of the field of view of theladar sensor; a receiving lens assembly having an optical transmissionpath, and adapted to collect and focus light reflected from the scene;an array of light sensitive detectors positioned at a focal plane of thereceiving lens assembly, and each individual light sensitive detectorhaving an output terminal producing an electrical pulse when illuminatedby a reflected portion of the laser light pulse; a detector biascircuit; and a readout integrated circuit comprising an array of unitcell electrical circuits, each unit cell electrical circuit having aninput connected to the output terminal of an individual light sensitivedetector; and each unit cell electrical circuit adapted to amplify theelectrical pulse, the unit cell electrical circuit having a pulse outputand connected to a timing circuit, and the timing circuit also connectedto the time zero output; the timing circuit having an elapsed timeoutput producing an elapsed time measurement value indicating the timedelay between the emission of the laser light pulse and an electricalpulse from the pulse output; the readout integrated circuit connected tothe timing circuit, and the readout integrated circuit adapted tocollect and transmit the elapsed time measurement values; the ladarsensor connectable to a controller mounted to the vehicle viabidirectional connections; and the ladar sensor adapted to steer thepulsed light output in at least one axis.
 2. The ladar sensor of claim 1wherein the ladar sensor has a connector mounted thereto.
 3. The ladarsensor of claim 1, wherein the bidirectional connections comprise acable assembly routed through the vehicle.
 4. The ladar sensor of claim3, wherein the cable assembly further comprises a first end connected tothe system controller, at least one electrically conductive wire, and aconnector at a second end adapted to connect to the ladar sensor.
 5. Theladar sensor of claim 3 wherein the cable assembly has at least oneoptically transmitting waveguide.
 6. The ladar sensor of claim 1 whereinthe pulsed laser transmitter comprises an optically pumped solid statelaser gain media and the solid state laser gain media has a crosssection selected from the group consisting of: square, hexagonal,octagonal, circular, rectangular, and elliptical.
 7. The ladar sensor ofclaim 1 wherein the envelope is made of a material selected from the setof: a polymer, and glass.
 8. The ladar sensor of claim 1 wherein theladar sensor has an analog to digital converter.
 9. The ladar sensor ofclaim 1 wherein the vehicle has a digital processor adapted to identifyobjects.
 10. The ladar sensor of claim 1 wherein the at least one axisis selected from the set of a vertical axis and a horizontal axis. 11.The ladar sensor of claim 1 wherein the two dimensional focal planearray of infrared light sensitive detectors is comprised of a detectortype selected from the set of avalanche photodiodes and PIN photodiodes.12. The ladar sensor of claim 1 wherein the pulsed light output issteered by an applied electrical signal.
 13. The ladar sensor of claim 1wherein the envelope having a transparent surface is provided with awiper connected to a motor, and the wiper is positioned and held inplace so a substantial portion of the transparent surface is wiped whenthe motor is actuated by an electrical signal.
 14. The ladar sensor ofclaim 1 wherein the pulsed light output is from a semiconductor laser.15. The ladar sensor of claim 1 wherein the pulsed laser light output isfrom a vertical cavity surface emitting laser.
 16. The ladar sensor ofclaim 1 wherein the ladar sensor has a digital processor adapted toidentify objects in the field of view.
 17. The ladar sensor of claim 1wherein the vehicle is selected from the set of an automobile, boat,ship, hovercraft, helicopter, airplane, and robotic crawler.
 18. Arobotic driving system adapted to steer a vehicle autonomouslycomprising: at least one ladar sensor mounted to the vehicle; and asystem controller; the ladar sensor connected to the system controllervia bidirectional connections comprising a cable assembly routed throughthe vehicle, the cable assembly further comprising a first end connectedto the system controller, and a connector at a second end adapted toconnect to the ladar sensor; the ladar sensor having a field of view,and housed within an envelope and mounted to the vehicle, the envelopehaving a device connector adapted to mate with the cable assembly, andthe envelope having a transparent surface adapted to transmit infraredlight; the ladar sensor further comprising, a pulsed laser transmitterhaving a transmission wavelength, and a pulsed light output and transmitoptic, and is adapted to emit a laser light pulse to illuminate asegment of the field of view, and a time zero reference circuit having atime zero output, the time zero output adapted to signal the instant ofemission of the laser light pulse, a receiving lens assembly having anoptical transmission path, and adapted to collect and focus lightreflected from the scene, an array of light sensitive detectorspositioned at a focal point of the light collecting and focusing lens,and each light sensitive detector having an output terminal producing anelectrical pulse when illuminated by a reflected portion of the laserlight pulse, a readout integrated circuit comprised of an array of unitcell electrical circuits, and each unit cell electrical circuit havingan input connected to the output terminal of a light sensitive detector,and each unit cell electrical circuit adapted to amplify the electricalpulse, and the unit cell electrical circuit having an amplified pulseoutput, and the amplified pulse output connected to a timing circuit,and the timing circuit also connected to the time zero output, and thetiming circuit having an elapsed time output, and producing an elapsedtime value indicating the time delay between the emission of the laserlight pulse and the amplified pulse output from a unit cell electricalcircuit, the readout integrated circuit connected to the timing circuit,and the readout integrated circuit adapted to collect and transmit viathe cable assembly the elapsed time values, the system controllerfurther having a digital processor adapted to make a path computation,and the system controller also having a control output connected to thevehicle steering, and thereby steering the vehicle.
 19. The roboticdriving system of claim 18 wherein the pulsed laser transmitter isformed in a solid state crystal containing an element from the groupconsisting of: erbium, neodymium, yttrium, and aluminum.
 20. The roboticdriving system of claim 18 wherein the vehicle has a digital processoradapted to identify objects.